TB20 GT with RGV GNS530W - upgrade for VNAV / LPV / P-RNAV?

Gosh I have never even heard of some of these, like RNP2… Has somebody dug up some book of acronyms? IFR flying is actually quite simple

A GNS530W is a WAAS/EGNOS (SBAS is the generic term) GPS navigator. It will do enroute and GPS approach guidance (H and V i.e. LNAV approaches and LPV approaches). I am not sure if it does +V; probably not. It contains a VHF radio COM+NAV so you can fly LOC+GS (i.e. ILS) with it.

To do all this legally you should have an AFMS but that’s just paper.

The key thing to check is whether the GPS is correctly wired to a) a CDI and b) the autopilot. You need to be able to fly both ILS and LPV on autopilot. Also check the OBS mode is working, with the HSI/EHSI/etc course pointer wired back to the GPS so the course pointer is displayed on the GPS when OBS mode is selected. I know a guy who installed hundreds of GNS boxes without doing this, or indeed providing the customer with any paperwork

It does not contain a DME so for approaches where DME is mandatory you need a DME box. For approaches where an NDB is mandatory you need to carry an ADF.

Yes; the box will do all you need for an IR. Actually the ancient KLN94 does all one needs too, except +V and LPV

Aircraft Flight Manual Supplement.

An insert in your POH (pilot operating handbook). When you install a major piece of avionics (not sure of the definition) you need to have an AFMS with it which describes what it does, etc. It has certain prescribed sections. An autopilot definitely needs one, a GPS navigator needs one, a fuel totaliser may need one.

The AFMS normally comes from the factory (if the said item was factory installed; usually it is then installed under the factory Type Certificate) or if the item was retrofitted it comes with the STC (or Field Approval if N-reg) etc. Sometimes a sample AFMS can be found in the back of the Installation Manual so the installer should generate it. Many/Most installations do not have an AFMS because it is only in recent years that the awareness came in, so these installations are technically illegal Fortunately AFMS enforcement is approximately zero. But you need to make sure everything works, as I wrote above.

Read this for background.

Bristol Ground School navigation theory

Peter wrote:

Gosh I have never even heard of some of these, like RNP2… Has somebody dug up some book of acronyms? IFR flying is actually quite simple

You should read the PPL/IR PBN manual.

RNP 2 etc. are all different navigational performance specifications used for different purposes. For flying airplanes in continental Europe all we’ll need is RNAV 5, RNAV 1, RNP 1 and RNP APCH. Intercontinental operations use different specifications.

Basically, the figure specifies the expected course keeping accuracy (*) in NM. RNP means that the navigation system has built-in error checking and alterting, while RNAV means it does not. RNAV specifications are used in radar environments where any course deviations can be detected by the radar controller. But there is more to it than that. Every particular combination comes with a specific set of additional functional and intergrity requirements. E.g. RNP 10 and RNP 4, which are intended for oceanic flight and flights in other remote areas, require two independent navigation systems in the aircraft.

( * ) This is not the same as the accuracy of the navigation system. The course keeping accuracy takes into account the expected accuracy of the pilot. This means that (as I understand it) DME/DME does not meet RNAV 1 requirements if you fly using raw data – you must use an FD or AP – while GNSS, having better positioning accuracy, meets those requirements even if the pilot flies on raw data.

Great!!